Articles by Philip King

General Motors product chief Bob Lutz confirmed the high-performance Commodore SS, the sporty V8 version of Australia's favourite sedan, would sell as the Pontiac G8 in the US, with the export car due to be unveiled at the Chicago motor show next month."We're seriously planning to import a lot of Commodore SSs in the guise of Pontiac G8s," Mr Lutz said at the Detroit motor show yesterday. "It's such a logical thing to do."The export drive comes at a critical time for the nation's vehicle industry, which has been hit by a sales slump as consumers, mindful of higher petrol prices, shift to smaller imported cars.This has forced three of the four big local manufacturers - Mitsubishi, Ford and Holden - to cut jobs in response to tougher market conditions and search for cheaper parts overseas.Mr Lutz, a prime mover behind the Monaro export scheme, said GM's global strategy now required every model to be feasible for any market. He said the flipside for Australia would be an increasing variety of vehicles imported from the US, including the new Camaro.He refused to say when Commodore shipments would begin, but the February unveiling in Chicago suggests work is well advanced.The Monaro sold beyond expectations in Australia but failed to reach sales forecasts in the US, where it was criticised as being too bland to resurrect the famous Pontiac GTO muscle car.Exchange rates, with the rising Australian dollar, were another problem. "With the GTO we made a mistake because we passed on the deterioration in profitability that we took through the appreciation of the Australian dollar," Mr Lutz said.However, the Monaro had helped change thinking at the car giant."While the GTO program may not have fulfilled all our hopes and dreams in terms of volume and profitability, it did break the ice on global programs," he said. "It got everybody in North America understanding that the engineering groups in the other regions can do excellent vehicles for the North American market."

Sydney dealer Tynan Motors Group has detailed plans to import Mahindra utes, beginning in mid-2007, as the spearhead for a line-up that could eventually include low-priced SUVs and cars. Two months ago Motoring exclusively revealed that Mahindra would expand into Australia and that the Tynan group had won the distribution rights. This week dealer principal Michael Tynan confirmed the first product, a ute called Pik Up, had been approved for Australia and would be sharply priced to appeal to rural and regional markets. Despite the challenge of a prolonged drought, the group had surveyed likely buyers with encouraging results. "A lot of vehicles today have strayed away from being serious no-frills work machines to becoming more oriented to show," Tynan said. "We were pleased to find that many wanted a return to the basics of a hard-working, keenly priced ute." The family-run Tynan group already sells 11 brands from Mercedes-Benz to Kia, and has set up a dedicated subsidiary, TMI Pacific, to handle its first attempt at car importing. General manager Rob Lowe said the initial investment was in the region of $5 million and expected as many as 50 dealers to be on board within a year. Mahindra had not set any volume targets, Lowe said, but wanted to see "an ordered program" that built volume gradually. The business would be centred on NSW initially before branching into the other eastern states, and Lowe forecast around 600 sales in the first 12 months. The Pik Up will be available as single-cab or dual-cab ute, and with two-wheel or four-wheel drive. The only powertrain offered is a 78kW common rail turbo-diesel with five-speed manual. At 5.1m long, the Pik Up has a large, one-tonne capacity load space. This is the second time around for Mahindra in Australia after an attempt to sell through a West Australian importer failed in 1993. About 250 Stockman and Bushranger models were bought before the importer collapsed. The Tynan group began talking to Mahindra three years ago and acknowledged concerns over quality were foremost from the start. "We all remembered the early days of Indian product which was possibly unsuitable for the Australian market," Michael Tynan said. "We talked about it long and loud ... but Mahindra had been developing a product that was most capable of holding its own." Chairman emeritus of the Australia India Business Council, Neville Roach, said the deal was a landmark in relations between the two nations and would go a little way to redressing Australia's $6 billion trade surplus with the subcontinent. Mahindra is a diversified industrial group, one of India's largest companies and a leading tractor-maker worldwide. Its tractors are already sold in Australia while its cars are exported to 38 countries from Asia to Africa. The group aims to quadruple car exports to 20 per cent of total volume in the next few years, with the US a key target. Last year Mahindra sold 128,000 vehicles globally and auto division president Pawan Goenka said the company needed to expand. "Even to stay on top in India we need to be a global player. We need to compete openly in markets where our vehicles have to compete against a wide range of models, price and specifications," he said. "Our move to the US is a vital part of our strategy." Although Mahindra specialises in light commerical vehicles and SUVs, it began building the Logan economy car last year in partnership with Renault, which developed the model in Europe for its Dacia offshoot. The cheap-and-cheerful Logan has been a surprise hit in Europe, and Mahindra is the only source for right-hand drive versions. Lowe admitted the Logan was a long-term prospect with an SUV, the Scorpio, also on the group's wishlist. With four decades in the car industry, Michael Tynan said the Indian brand reminded him of the first export forays by Japanese makers. "There's as much potential in Mahindra as there was with Mazda when I signed on with it as its first Australian dealer 40 years ago," he said.

Ahead of them, a Lamborghini. This little convoy through Adelaide suburbs is a moving concours du jour, a random sample of extravaganza that is this year's Classic Rally.Although our Mercedes-Benz CLK63 AMG has been separated from its badge-mates, it feels at home in this pack.The tenth Classic Adelaide rally last week attracted hundreds of enthusiasts and 350 exotic cars into the surrounding hills and vales. Like most of those here, we haven't come to race but for the rare chance to sample impressive machinery on closed roads and enjoy the motoring throng.Mercedes has brought six examples of three AMG models representing a new wave for its tuning specialist — away from large, supercharged V8s and towards naturally aspirated (even larger) V8s.The E63, CLS63 and CLK63 here all get AMG's new 6.2-litre V8, which replaces the previous supercharged 5.4-litre V8. The most expensive is the sleek four-door CLS63 at $252,300, followed by the E63 sedan at $227,600. By comparison, the CLK63 coupe looks almost affordable at $199,100. All three slot into a range of 17 models that get the AMG treatment, with prices starting at $160,490 for the junior executive C55.AMG notches up 40 years of tuning Mercedes next year and has already begun celebrating in a sense, with its first completely independent engine — an all-aluminium unit featuring a variable intake manifold and stiff valve train, among other high-tech wizardry.While power peaks are higher than in the previous V8, it revs higher too and delivers more kilowatts: an extra 28kW for 378kW in the E63 or CLS63, and a generous 84kW for 354kW in the CLK, making the coupe a remarkable 0.6 seconds quicker to 100km/h. Top speeds are electronically limited to 250km/h.In each case the torque figure is lower than before, but the capacity increase and ability to soar high into the rev range more than compensates. Most of the torque — 500Nm — is on tap from 2000rpm. Next year this engine will arrive in a higher, 386kW state of tune in the S63 and CL63 — the Mercedes flagship limousine and coupe.One advantage of the lower torque figure is the ability to employ the seven-speed automatic gearbox, ubiquitous elsewhere in its range. Paddle shifters replace steering wheel buttons for manual changes and three shift modes — comfort, sport and manual — progressively increase shift speeds.All three cars are visually distinguished by subtle AMG body-kitting and more lavish interiors. Adaptive dampers, more powerful brakes and light alloy wheels are standard.We drove the CLK63 on day one and then swapped into the E63. Both look big and heavy next to most of the rally runners, but amaze with their willingness to corner and ferocious acceleration. The engine delivers a soundtrack that ranges from low thunder to feral as it spins towards 7000rpm. The seven-speed auto is a highlight, changing smoothly and quickly whether in manual or auto mode. Only the over-interventionist nature of the electronic stability control hindered progress when it cut power prematurely in hairpins.When we did want to stop, the brakes were stronger than expected and complement the powerplant with the right sort of potency. In both cars, the steering was light, Mercedes style, but intuitively accurate.If we had to pick one car to repeat the trip, it would be the CLK63.It has less power, narrower rubber and almost as much mass as the E63, but its shorter wheelbase and better balance made it more agile, while its front wheels had an impressive willingness to turn into a corner and stay gripped when there. A proper thoroughbred among thoroughbreds, thanks to the Adelaide rally it's already a classic.

With its hardcore sportscar focus, the company's products are sometimes seen as too impractical for everyday use — too challenging just to get in and out, with little space for luggage and spartan comfort levels. They are weekend toys to take to a track.It's all true. There isn't a more awkward car to enter than a Lotus Exige, and once there, it's noisy and cramped. The ride is crashy and cargo space negligible. Features that would be standard elsewhere are options or unavailable. So whippet-like is the Exige, it makes even other sportscars look like Saint Bernards.However, what's surprising about this is not that few people go for this approach, but that more people do not. Lotus offers something unique among sportscars and all the attributes that are recited as drawbacks are exactly what appeals to us.We discovered this over a week with an Exige S, when our initial doubts about its suitability as daily transport were quickly overtaken by a delight in its raw, connected driving experience.The Exige S puts a supercharged version of a 1.8-litre four-cylinder Toyota engine within the existing Exige body shape, which is shared with the Elise.The loan car lifted the $114,990 starting price to $136,000 by fitting all three option packs. The Touring pack adds front airbags, some leather trim and carpets, while the two Sports packs add racing seats, traction control and roll hoops, plus lightweight alloys and adjustable dampers and front anti-roll bar.The Exige is tiny — at 3.8m long it's only a few centimetres longer than a Toyota Yaris — and very, very low at 1.16m, but with a dramatic shape that means it stands out like a true exotic should.From the driver's seat, the gawps of other road users are not always obvious because you are viewing the world from axle height. The wide sill, over which you must carefully step to get in, effectively becomes an armrest.The racing seats were a good fit, which was just as well because the only concession to varying driver size is fore-aft slide. A tiny Momo steering wheel, simple controls and plenty of bare metal give the cabin its special race car ambience. Only the garish and fiddly stereo strikes the wrong note.There is some luggage capacity behind the engine bay, in an awkwardly shaped 112-litre recess that is unconvincingly lined and has wires intruding. Two soft weekend bags would be your lot.The most obvious difference between this car and a standard Exige is the supercharger plumbing, which sucks in air from a vent in the roof and completely obscures the rear window. It takes a while to retune our normal reflexes in favour of the widely placed wing mirrors. They do the job, but reversing isn't easy.The basis for the engine in this car has already appeared in the Elise 111R, although supercharging changes it completely. It's a high-tech unit with trick valve timing and an electronic throttle, although it takes a little while to warm up.Even then, it can be rough and uneven at idle with occasional rev surges. It sounds raucous and a little highly strung, perhaps, but rasps and rips compellingly through its rev range, with peak power of 162.5kW at 7800rpm and the ability to reach 8500rpm in two-second bursts. The higher it revs the sweeter it gets, if a crazed bandsaw can be described as sweet. Peak torque of 215Nm also arrives high at 5500rpm, although there's enough above 2000rpm to make it surprisingly driveable at commuting speeds in high gears.Lotus is famous for achieving performance with small engines by keeping weight down, but this engine takes the Exige into another league. Flat out it will reach 100km/h in 4.3 seconds — as quick or quicker than supercars costing two or three times as much and boasting at least two more cylinders. With only four pistons, the Exige sips premium like a hatchback, averaging 9.1 litres per 100km.The Exige loses out only on top speed, which for a car this quick off the mark is a relatively modest 238km/h. This is despite obvious attention to aerodynamics with a front splitter, rear diffuser, flat underbody and prominent fixed wing. Oddly, the drag coefficient is a remarkably high 0.434.Lotus's aluminium skeleton can take much of the credit for keeping weight low — even fully optioned the Exige tips the scales at just 949kg. Nearly two-thirds of that sits over the rear axle, getting power to the ground with authority through 17-inch alloys and street-legal competition tyres.With 16-inch wheels at the front, this car delivers superb grip with cornering speeds limited largely by driver nerve.The Exige stays very flat and thumps its wheels down into any road irregularities, giving rise to — unwarranted — concern about the hardiness of the alloys.Encounter a big pothole through a fast corner and it can even throw the front wheels off line.However, the unassisted steering is so direct and precise the driver is never in doubt about what the road is like and how much to turn the wheel.It has drawbacks, such as heaviness when parking or a slight tendency to tramline, but they are a price we willingly pay.An unmediated connection with the car runs through all the Exige controls, with great brake, throttle and clutch weight from perfectly placed pedals. The gearshift can be a little sticky when cold, but has a no-nonsense mechanical character that makes it a delight to use.Lotus announced production cutbacks recently but also an intention to produce three new models between now and the end of 2009. These include a new flagship Esprit, a new mid-range car and a Lotus-Proton high-performance model.Meanwhile, the new Europa, which features a different body on the same platform as the Exige/Elise but with more equipment and greater claims to comfort, appeared at the Sydney motor show.One danger in a bigger model line-up is departing from core Lotus values, but if the Exige S is anything to go by, we doubt that will happen.The real challenge for Lotus will be to meet heightened safety expectations — with additional airbags, for example - without adding a lot of weight to its newer models.Meanwhile, as most cars get increasingly complex and impose a suite of software between driver and road, there is no disguising the bareback nature of a Lotus.As the company makes more models, then more people might rediscover the excitement of being behind the wheel.

A traditionalist will opt for a piece of carriage-style braced fabric, it is said, while a modernist prefers origami metal and glass.With its new variant of the MX-5, Mazda has managed the unusual feat of being in both camps at once within a single model. The MX-5 Roadster Coupe replaces the familiar cloth roof, with its driver-participation folding mechanism, with a hardtop that robo-flips into virtually the same recess at the press of a button. It's quick too, at 12 seconds to accomplish something that in the fabric roof version, we'd never even thought to time.But it's definitely easier, in the same way a remote control is easier than getting up off the couch. After a week in the car, we wondered if we could go back. Who presses buttons on a TV these days?The roof itself is tough-looking plastic and like-for-like, the cost difference is about the same as the price of the bolt-on hardtop accessory sold to MX-5 buyers for winter driving. However, since the Roadster Coupe comes only with the premium-level leather trim and a Bose stereo, it costs $4790 more than the most affordable MX-5 at $47,660.Mechanically, the two variants are identical with the same 118kW 2.0-litre engine driving through a six-speed manual or, for another $2175, a six-speed auto.The only engineering changes concern the suspension, which has been retuned to carry the Roadster Coupe's extra 37kg, most of which consists of the roof itself and its related motors and parts. All MX-5s now come with electronic stability control, added when the Roadster Coupe went on sale in September.In design terms, the plastic roof adds a little height when up or down, and the rear deck needed to be raised at both ends to achieve a flowing line when the roof is folded. To compensate, Mazda redrew the rear wheel arches to make them more prominent. The interior gains nothing more than a couple of buttons while the boot space stays at a useable 150 litres.We did not go looking for differences with its twin and unless you had one parked alongside, they would be hard to spot. If the proportions have been lost, then that was lost on us. Roof up or down, the Roadster Coupe benefits from cleaner lines than fabric can achieve and there are some advantages, including a greater feeling of security when parked, less cabin noise with the roof up and easier raising or lowering in traffic.The car's other strengths and weaknesses are those of the MX-5 itself, and our memory of driving this second generation had been limited to a launch event nearly 18 months ago and some variable pre-production examples. Our doubts following that were dispelled by the Roadster Coupe, which was everything a budget convertible should be to drive and a bit more besides — a recipe that has kept the MX-5 a favourite for 15 years.Mazda Australia expects the Roadster Coupe to become the choice of 60 per cent of MX-5 buyers. At this price point, the hard-headed modernists at other marques have done their cause some harm with overweight, odd-looking convertible versions of cars that began as hatchbacks or sedans. We'd be surprised if the traditional-modernists — or modern-traditionalists — at Mazda don't have a hit on their hands; they have found a way to deliver the advantages of a folding hard-top without painting a moustache on the Mona Lisa.

Pictures of the 3 Series Convertible released last week confirm that all variants of BMW's mainstay have a much less challenging look than the 7 Series, 5 Series or Z4, the controversial models which spearheaded the change.The most radical thing about the Convertible is its folding metal roof — a first for the luxury brand.But Bangle, who was in Sydney for the opening of the Australian Motor Show, said the 3 would be shocking without the precedent of the other models. Rather than an about-turn, it reflected a "tuning" of the ideas.The Convertible will debut at January's Detroit Motor Show and be in Australian showrooms by April, with a model range that mirrors the recently released 3 Series Coupe and prices starting around $95,000.Despite a storm of criticism and even a hate website, Bangle said he would do none of the designs differently but would use different language to describe them."The biggest mistake we ever made was coming up with a word for this and calling it 'flame'," he said, referring to his signature technique which exploits convex and concave surfaces.The BMW designs stood out, he said, because the "context of change was so flat"."There was a vehement reaction to the unexpected. People never said per se this is right or wrong."Bangle believes that the rest of the industry has followed where BMW led, but the company is still on a mission."We have to stay in front but we also have to reinforce this continuously so that every customer can be part of the movement."However, when it comes to the ergonomically challenged interiors, even Bangle admits using the cupholder of his 7 Series to store his phone. "We can get better (at interiors)," he said.

Alfa RomeoALFA was assured of plenty of attention in Paris for the production version of its 8C Competizione sportscar, based on a show concept from Frankfurt 2003 and named for a line of famous racers.The 8C is powered by a new 4.7-litre V8 under the bonnet which produces 333kW and 470Nm, driving through a six-speed robot-clutch gearbox at the rear axle.The sumptuously curved carbon-fibre body sits on a donated Maserati platform, with double wishbone suspension all-around and huge 20-inch alloy wheels.Alfa plans to build just 500 examples of this supercar, with sales beginning in 12 months and a price around 160,000 euros ($272,000).Australian sales have been ruled out: the sexy 8C will left-hand drive only. AudiAUDI iced the cake for its ongoing product party with the final version of its R8 mid-engined sportscar, three years after the concept was shown.The R8 pits Audi against the German and Italian supercar makers for the first time."With the launch of the R8... we now address the most demanding group of international customers," chairman Dr Martin Winterkorn said.Wide and squat, the all-aluminium R8 is powered by a 4.2-litre V8 which sits under a glass rear panel, Ferrari-style.It drives all four wheels via a six-speed gated manual gearbox or six-speed sequential based on the Lamborghini Gallardo system.With 309kW of power and 430Nm of torque, claimed 0-100km/h time is 4.6 seconds and top speed 301km/h.Australian deliveries begin late in 2007, and a V10 version is expected in two years. CitroenA FRENCH muscle car sounds an unlikely concept, but the dramatic C-Metisse suggests that Citroen designers don't spend all their time dreaming of people-movers.This futuristically styled "coupe" has four doors, an extra-long bonnet, low sloping cabin and visor-like glass — making it appear like a getaway car from a Gallic version of Blade Runner.Thanks to the long wheelbase, interior space is generous for four and all the doors hinge flamboyantly upwards to open.A 150kW V6 diesel drives the front wheels via a six-speed automatic transmission while each rear wheel contains an electric motor for extra performance or traction in slippery conditions. ChryslerPLAGUED by overcapacity in its home market, Chrysler hopes it can build on the overseas success of its 300C large sedan with the Sebring, a large-ish mid-size sedan, which launches in Europe early next year and should be confirmed for Australia in the next few weeks."Sleek and sophisticated, the Chrysler Sebring's overall surfacing and details reflect the Chrysler brand's four attributes: expressive, refined, athletic and passionate," said design chief Trevor Creed.With design elements from the Crossfire sportscar — such as bonnet ridges and headlights — but a rather jutting front bumper and less than harmonious proportions, the Sebring will test overseas markets' enthusiasm for American aesthetics.Engine options include a 2.0-litre diesel and 2.7-litre V6. DodgeCHRYSLER'S budget Dodge badge has got off to a strong start in Europe and Australia with the Caliber small car, and its Avenger mid-size sedan — coyly labelled as a "concept" in Paris — will add a mid-size contender to the line-up.Pitched against Japanese models such as the Mazda 6 and Honda Accord, the Avenger strikes a more aggressive note with echoes of the US-market Dodge Charger in its strong haunches and in-your-face grille.The Avenger shares its underpinnings and engines with the Chrysler Sebring, but will undercut it on price when it arrives in Australia late next year.FerrariFOR most people driving any Ferrari is the stuff of fantasy, but for one American collector the regular product from Maranello isn't enough.Jim Glickenhaus commissioned Italian styling house Pininfarina to build a one-off Ferrari inspired by the legendary Le Mans racing cars of the '60s.The P4/5 began with an Enzo and retains the same 485kW 6.0-litre V12 engine and mechanical layout. But the bodywork is all new, with soft curves replacing the Enzo's angular lines and a bubble canopy that swoops rearwards into a louvred section over the engine.The interior uses the Enzo dash but the rest is made-to-measure, with mesh-on-leather seats and a tablet PC added to the instruments.Unveiled at the Pebble Beach concours in California in August, the P4/5 added yet another Ferrari to our list of to-die-for cars. FordFORD stopped importing the Mondeo mid-size sedan into Australia six years ago, and according to spokeswoman Sinead McAlary that isn't about to change soon.But take a good look at the Mondeo wagon Ford of Europe presented in Paris, because its design cues point the way to the next generation Falcon, due in 2008.Ford has dubbed this approach "kinetic design" and debuted it in the Iosis concept at Frankfurt last year."The new Mondeo takes the next major step along our journey towards a more expressive and emotional Ford range," said design director Martin Smith.The new family look features an inverted trapezoidal lower grille, swept-back headlamps, full surfaces and a strong shoulder line. HondaHONDA unveiled an all-new version of its popular compact SUV, the CR-V.The third-generation evolves a concept that has chalked up nearly 2.5 million total sales and is built at eight factories around the globe."CR-V is now a true world car — just like Civic and Accord," said Honda president and chief executive Takeo Fukui.A new 2.0-litre petrol engine now develops 110kW/190Nm and delivers better acceleration and fuel economy, while Europe also carries over a 2.2-litre diesel.The four-wheel drive system has been revised but retains its front-drive philosophy, calling upon the rear wheels only when required.The body is more rigid, centre of gravity lower and standard wheels are now 17-inch.Honda says it all adds up to improved dynamics for "the ultimate sedan-like driving feeling".This CR-V also introduces two features to the segment previously confined to premium models: active cruise control and collision mitigation braking.Australian sales begin in the first quarter next year. HyundaiHYUNDAI continues its tradition of phonetically challenging nameplates with a concept called Arnejs, pronounced Ar-nez, and intended as a tempter for the upcoming hatchback version of its Elantra small car.In sedan form, the car goes on sale this month, replacing the third generation model.Designed by Hyundai's studio in Germany, the Arnejs is described as another "milestone" in the development of brand identity for the Korean maker, which will launch the production version in Europe in mid-2007 and in Australia later next year. KiaKIA's small car offering has been christened cee'd and debuted at Paris in three forms: as a production-ready sedan, pre-production wagon and concept called pro—cee'd, which was designed as a teaser to the eventual hatchback.The sedan goes on sale in Europe in December with other variants arriving towards the end of next year.As well as being the first Kia designed in Europe it will be the first one built there, at a new factory in Slovakia."The new cee'd really is a great car ... it is certain to revolutionise Kia's fortunes in this sector throughout Europe," said the senior vice-president of Kia Motors Europe, Jean-Charles Lievens. Mercedes-BenzTHE German stalwart revealed its anxiety about retaining number one status in luxury cars with some impressive, but selective, sales figures: the new S-Class luxury sedan has gone to the top of its segment.Overall brand numbers, which see Mercedes suffering next to a rampant BMW, didn't rate a mention and the display centred on a special edition of Stuttgart's slow-selling supercar, the SLR, and the exclusive large coupe based on the S-Class, the CL.Undeniably desirable, but neither can do much to salvage Mercedes numbers.The CL comes with two V8s, including a 386kW naturally aspirated 6.3-litre AMG tuned unit and a 5.5-litre twin-turbocharged V12.The SLR McLaren 722 commemorates the winning number of a 300 SLR Stirling Moss drove to victory in the 1955 Mille Miglia.Its supercharged 5.5-litre V8 develops 478kW and gets the supercar to 100km/h in 3.6 seconds. MiniMEET the new Mini, same as the old Mini. BMW can barely conceal its delight at how well marketing has worked for its Brit classic revival, with styling that has successfully remoulded the original into a winning premium package.It has now expanded the Oxford factory in England to pump out 240,000 a year of the second generation, revealed in Paris last week.The new Mini takes an evolutionary approach to the design that shows "how unique Mini really is".Mini customers definitely do not want change, said BMW board member Michael Ganal.But that hasn't stopped the company making the new Mini "even more fun to drive", with "even more state-of-the-art high-tech features" and improvements across the board to "performance, driving pleasure, design and premium quality as well as safety".New engines, six airbags and even more possibilities for customisation will also be part of the recipe when it arrives here next year.No, we couldn't tell the difference either. Plus ca change ... NissanSMALL crossovers are the new must-have for every car-maker and Nissan can claim to be one of the first with its Qashqai, which appeared in concept form at the 2004 Geneva Motor Show.Bigger than a small car but smaller than a small SUV, Nissan says this is the wagon for buyers who are not attracted to the "large, aggressive nature" of an off-roader.Nissan's design centre in London has come up with a vehicle that has a car-like top half and SUV-like bottom. The Qashqai will also be built in England, at Nissan's efficient Sunderland factory. Beginning next year in Europe, two diesel and two petrol four-cylinders will be offered along with both manual, CVT and automatic gearboxes. All-wheel drive will also be available with the larger 2.0-litre engines."We expect Qashqai will sell more than 100,000 units a year on average across Europe with 80 per cent of those customers buying a Nissan for the first time," said Nissan boss Carlos Ghosn."We're very interested," said spokeswoman for Nissan Australia Lenore Taylor."However, it hasn't been launched in Europe yet so it's still some way off." PeugeotFRANCE'S biggest car-maker set an ominous tone on the eve of its hometown event by declaring it would shed 10,000 jobs in Europe and cut capital spending by more than $800 million a year as it struggles to reverse falling profits."We are going through a difficult period for our sales in western Europe but we're responding in the only way that works — by bringing new models to market faster," said outgoing chief executive Jean-Martin Folz.The production centrepiece on the stand was the new 207 small car range, which will run in parallel with the outgoing 206.With a bigger, more gaping grille, the new car looks a little like it's wearing braces but it will hope to repeat the smash-hit success of the 206, Peugeot's best-seller.The 207 Epure convertible concept previewed what the next 207 CC will look like.Meanwhile, the 908 RC showed an altogether more daring face of Peugeot.This dramatic and unconventional concept has an unusual powerplant and the air of a limousine-racer.Its 5.5-litre V12 diesel develops 515kW and 1200Nm of torque, drives through a six-speed sequential manual gearbox and is transversely mid-mounted.The wraparound front windscreen stretches back over the cabin, where there is generous seating for four.The engine will be used in next year's Le Mans series cars, but the 908 RC itself looks unlikely for production. RenaultTHE second French car-maker is feeling the heat of having the energetic Carlos Ghosn in charge.In Paris, he restated a determination to launch 26 new or revised vehicles by 2009, reduce problems by 40 per cent and increase sales to 800,000 a year.The highlights of a large stand included the Nepta concept car, which "expresses our determination to have a high-end line" Ghosn said, and the Koleos SUV concept, which will enter production in the first half of 2008 for sale in Europe.Built on a new 4WD platform, the Koleos joins the growing ranks of compact crossovers and was developed with the help of partner brand Nissan.The concept is powered by a 130kW 2.0-litre petrol engine driving through a six-speed manual and has styling that echoes the new Clio small car.The Nepta features dramatic gull wing doors which open to reveal both the futuristic cabin and the 3.5-litre V6 engine. SuzukiSUZUKI is on a roll with the success of its Swift small car, Grand Vitara off-roader and a compact SUV, the SX4, on the way.Project Splash, its Paris exhibit, suggests a loss of focus though with a concept designed to "deliver satisfaction to all customers regardless of lifestyle, age and gender in driving situations ranging from relatively short shopping trips to cross-country excursions".Based on the Swift platform, Splash aims for a light and airy interior using a glass roof and relatively tall body within its short dimensions.The concept is powered by a new 1.2-litre four-cylinder driving the front wheels via a four-speed automatic.ToyotaTOYOTA described its show centrepiece as the "Auris Space Concept" but fooled no-one about its intentions for a design destined to be a variant of the next Corolla.Apparently the Auris name — pronounced "A-oris" according to Toyota Europe's executive vice-president Thierry Dombreval — will become the official moniker for the car, although confusingly he assured the large crowd the "Corolla" badge will live on.The tall-body Auris was designed from the inside out, Toyota says, with the goal of "maximising interior space while promising an engaging drive".Few other details were available about the car, although Toyota Australia spokesman Mike Breen yesterday revealed it would go on sale here in hatch and sedan forms in March or April next year and would definitely retain the Corolla badge.With Toyota poised to outstrip General Motors as the world's biggest car-maker, it claimed to be running ahead of target in Europe and on track to break the million-sales mark in a single year. VolkswagenVOLKSWAGEN'S Iroc sportscar concept is a modern interpretation of a successful nameplate from the 1970s.The Scirocco was a compact and affordable four-seat coupe that sold more than half-a-million during its first generation.The Iroc aims to revive the idea while charting some fresh design territory for the German giant.In striking viper green, the Iroc has a distinctive grille and crisp lines powered by an innovative powertrain, already employed in European models of the Golf, which combines a turbocharger and supercharger with a small-capacity four-cylinder engine.In the concept it develops 155kW and claims to eliminate the turbo "lag" of most forced-induction engines.The local VW unit, which is currently on the brink of making it into the top 10 sales chart by displacing Kia, is optimistic about bringing the Skoda brand back to Australia.In Paris, spokesman Matthew Weisner said a proposal was before the German board with a decision due within weeks.If it gets the thumbs up, Skoda will go on sale next year with two models likely at first: the Octavia small car and Roomster compact multi-purpose vehicle, both sold through VW dealers.Although Skoda models will be priced under the equivalent VW, sales are expected to be modest at first with little residual brand awareness, Weisner said. VolvoVOLVO was ready to reveal its smallest car, the C30 three-door hatchback, following a string of concepts which left observers in little doubt about what it was doing. The C30 may be small, but it has a huge responsibility — especially with parent Ford in all sorts of strife."We are aiming for the 600,000 per year mark by 2009," said the president and chief executive of Volvo, Fredrik Arp."To reach that target we will challenge the opposition in segments that are new for us — we will make new customer groups buy into the Volvo brand and we will expand sales rapidly in fast-growing markets like China and Russia."The car arrives in Australia next year and despite Volvo's territorial goals, Europe is expected to account for the vast majority — 75 per cent — of buyers.Engines will comprise four and five-cylinder petrols and diesels, and Volvo expects the car to appeal to everyone from young couples to families with children to old empty-nesters.Safety was still important of course, but designer Steve Mattin was keener to tell the audience that 24 body-bumper colour combinations were possible and the car has a cracking stereo.

The return of Fiat cars to Australia has been marked by something unusual: a tiny diesel engine of just 1.248 litres displacement in the Punto hatchback, the comeback model. The Punto 1.3 Dynamic is the smallest diesel you can buy and until the 1.4-litre petrol version arrives, the cheapest Fiat.However, for a small car it is by no means cheap. At $22,990, the 1.3 comes in way over the top of most cars this size, which generally start around $16,000, sometimes lower. If you can wait, the petrol 1.4 will be $2000 less. But for now the only way is up: a 1.9-litre diesel Punto comes in two guises, both for $27,990.Any fuel economy gains become academic with a starting price like this. How many kilometres would you need to drive to save the difference in purchase price between the Punto 1.3 diesel and the car which dominates the segment - the Toyota Yaris - for example? Using the maker's supplied consumption figures and diesel at $1.30 versus petrol at $1.20, say, if you bought the most expensive available Toyota Yaris 1.5 YRX hatchback at $20,590 you would need to drive the Punto nearly 180,000km before you recovered the $2400 extra cost of the car. So scratch fuel savings as a reason to buy.Quoted fuel figures are generally hard to repeat in real world conditions and depending on driving conditions and individual style, might come in higher or — occasionally — lower. We managed 6.2 litres per 100km, substantially above the 4.6l/100km quoted.Economy was not our aim and another driver might do better. But one reason for the high result is the nature of the engine, which needs revs to get off the mark. Although peak torque of 200Nm arrives early at 1750rpm, before the turbochargers begin spooling up around 2000rpm forward progress is stately and revs rise slowly.Keep the engine on the boil using the six-speed manual, though, and it will hustle with the best of them. It's particularly feisty from about 3000rpm to peak power of 66kW at 4000rpm and happily, the shifter action is fine. Just don't expect to tackle inclines or overtaking without dropping a cog or two.The tiny engine capacity is the reason, because the unit itself is up-to-the-minute diesel technology with common rail fuel injection, double overhead cams and an intercooler. Despite a reluctance to start from cold, it's smoother and more refined than the older tech 1.9 diesels in the more expensive Punto Emotion or three-door Sport.The 1.3 has a fast but endearing rhythm, like a manic metronome that can only “tick” and not “tock”. It gets louder as revs rise but not agricultural, and cruises at 100km/h in sixth with impressive quietness at 1900rpm.It all adds up to the indefinable quality of character — something you should find in an Italian engine. If you can handle filling up at truck pumps, where you queue up with huge semi-trailers and unavoidably end up with the smell of diesel on your hands, it might win you over like it did us.Apart from the unusual — for Australia — engine, the Punto has pleasing design on its side with a face that Fiat likens to the sportscars of its Maserati brand. From the front there is a likeness although from the rear the Punto blends into the hatchback crowd. Perhaps that's a giveaway for the car itself, which despite echoes of a far more prestigious brand in the headlights and grille, is essentially a conventional hatchback.Underneath, the Macpherson strut front suspension and torsion beam rear are the default settings for every small car. The Punto's engineers have finessed the formula to deliver an above-average ride for a hatch and nimble, vice-free handling.Likewise the Punto's brakes pull it up competently when required, but at this price we would like to see discs all around rather just at the front — the rears are the cheaper drum design. Likewise, the wheels should be alloys rather than steels with plastic hubcaps.The electric power steering does offer something different. A “city” mode, switched on by a centre-console button, increases the power assistance for easy parking and manoeuvrability. But the steering is already fairly light, so it's something of a gimmick.There are few surprises elsewhere in the cabin, which ticks most of the small car boxes with something to spare.For the driver, seating position and general visibility are fine despite a steeply angled windscreen, long dash, high waistline and largely useless quarter-windows in the A-pillars. The driver's seat can be raised or lowered while the steering wheel tilts and telescopes enough to achieve a comfortable position — not always a given in an Italian car. The seatbelts lack height adjustability but front headroom is good and the wing mirrors are well-positioned.Also on the plus side for the driver are a pleasingly shaped wheel with stereo controls, attractive orange-glow dials, easy-to-use cruise control and strong headlights. The centre console dials for airconditioning and stereo are straightforward while the wands work with finesse and include a button to flick through trip computer functions.Cabin negatives include an over-abundance of ho-hum plastics, including for the door handles and footrest, a lacklustre stereo and not enough useful storage. The door pockets are tiny, the various centre recesses lack lids and the coin tray spills its contents the first time you pull away with any determination.The rear is fully fitted for three and would hold two average adults over medium hauls, with excellent footroom, reasonable headroom but only acceptable knee room. However, there are no rear vents or lights, the windows must be wound manually and again, there's a shortage of useable storage.The modest 275-litre cargo area can be expanded by flipping forward the rear seat bases, split 60-40, and folding the seatbacks flat — although the front seats must be far enough forward, which was not possible when set for this driver. Child seat tethers positioned on the seatbacks means uncompromised load carrying and the cargo area has a light and full-size spare under the floor. It lacks a power outlet and there's no external release — it must be unlocked using the remote key fob or a dash button. It also raised one or two doubts about Fiat's fit and finish.Strong safety credentials enhance the Punto's value with six airbags, ABS brakes and a five-star EuroNCAP crash test result. However, as Hyundai and others begin to make stability control an option on small cars, neither of the two cheaper Puntos can be specified with it, even though both 1.9 models include it as standard equipment.The Punto offers something unique to small car buyers, especially with the smaller diesel powertrain, and arrives well-equipped in an appealing shape, with solid driving and safety credentials. It currently lacks an automatic transmission option and when it arrives, the five-speed robot-clutch sequential manual will further differentiate this car from others in the quickest growing segment this year.However, while the Punto will be attractive to someone who wants something different, it has plenty of cheaper rivals with as good — or better — claims on the attention of small car buyers. It would be easier to recommend with a more realistic sticker price.

More than 2700 new generation Camrys were sold in August against 2600 buyers for the VE Commodore, with both up against an increasing preference for smaller cars. Including the old model Commodore, total sales for the nameplate fell just short of 5000 units, allowing it to snatch back No.1 spot from the Corolla, which has enjoyed two months at the top. However, this year's trends were reinforced last month with demand for light city cars now up 23 per cent while large cars have slumped 23 per cent, according to official figures from the Federal Chamber of Automotive Industries released yesterday. Light cars accounted for 13 per cent of the August vehicle market, up from 9.5 per cent a year ago. Meanwhile, large cars now comprise just 14 per cent of vehicle sales this year, down from 17.5 per cent. Toyota's Yaris dominates the light car segment and it helped the Japanese giant stretch its sales lead over Holden to nearly 43,000 vehicles year-to-date. Despite the small car boom, overall vehicle sales continue to run behind last year's record result, widening slightly in August to be 3.4 per cent down on 2005. However, the FCAI has stuck to its forecast of 980,000 sales for the full year. "After four years of record growth the FCAI had been forecasting a slight decline of total sales in 2006 and the downturn is only a little greater than our initial prediction," said FCAI chief executive Peter Sturrock. He said August was notable for the strong debuts of the two new locally manufactured models. "The enthusiastic reception for the Holden Commodore and Toyota Camry is a great encouragement to the local automotive industry," he said. Holden spokesman Jason Laird said early buyers were opting for luxury and performance versions of the VE Commodore, but trends had yet to emerge. "It's a promising start but too early to be drawing any sort of conclusion," he said. "Dealers are filling their inventories and we're getting close to our production rate of 620 a day." Toyota Australia's senior executive director of sales and marketing David Buttner said the new Camry had been eagerly anticipated by private and fleet customers. "It's notable that Toyota's record sales total was achieved without any significant sales contribution from Camry V6, which is being phased out in preparation for the new Aurion," he said, referring to the six-cylinder Camry variant due later this year. Other locally built large cars had a tough time last month. The Mitsubishi 380 increased sales marginally over its dismal July result but still found only 1069 buyers. The company revised down its sales forecast to 1500 a month when it cut the price in April. Overall Mitsubishi sales are now down 11 per cent for the year, with declines for all models except the Lancer and Triton ute. The Ford Falcon recorded 3700 sales, down from 5800 last August and it is now running 20 per cent behind its 2005 sales rate. Ford's Territory SUV, with 1600 buyers last month, is down more than 18 per cent on last year. Ford found some consolation in a 77 per cent increase in demand for its small Focus, which overhauled the Territory to become its second most popular model in August with nearly 1700 sales. Mazda remains the leading importer in fourth spot on the sales chart, despite a 4.5 per cent dip this year. Honda has climbed to fifth, edging out Mitsubishi by 500 units. Its 12.5 per cent year-to-date sales increase makes it the best performing brand in the top 10. Volkswagen, with 37 per cent sales growth for the year, could overhaul tenth-placed Kia if the Korean importer fails to turn around its current slump. Other strong performers include Chrysler, up 73.6 per cent, Saab (+43.5 per cent), Volvo (+36.5), Peugeot (+25.2), Lexus (+24.5) and Suzuki (+24.4).

Even if we reach the stage where fuel is dispensed by pipette, the qualities that have made SUVs successful — size, high riding position, perceived safety — will continue to be in demand.One of the oddest niches to emerge is the performance SUV. The attributes needed to satisfy those two sets of demands in one car lie at opposite ends of the spectrum. But as BMW has shown with the X5, it is possible to make an SUV with respectable handling and with the Cayenne, Porsche has shredded the performance envelope.They have done so by using car-like engineering and construction techniques then — effectively — adding a layer of offroad ability on top. They came at the problem from the performance end. But that option holds perils for traditional offroad makers like Jeep and Land Rover. Go down that path and you risk diluting your brand or abandoning, at least in part, your hard won credentials as a genuine rock-hopper.For Land Rover, offroad ability must come first. Its performance SUV, the Range Rover Sport, has credentials here that are never in doubt. The rocky bridle track and gravel roads we drove it on tested its potential not a jot. But our confidence here is well-placed: this car shares its strong underpinnings and clever dial-a-dirt software with the Discovery, which has remarkable offroad prowess. The Sport has less ground clearance at 227mm and slightly shallower approach and departure angles. But the running gear and chassis engineering is the same.The software, which debuted in the Discovery, allows the driver to set the car up for a range of different conditions with a single rotary selector. Chose the terrain, and the car adjusts everything from ride height to throttle and steering response so that it suits the conditions, then locks the appropriate differentials. It's as good as it gets.But this comes at a price, and the Sport enters the SUV Sweepstakes severely handicapped by weight. At 2.5 tonnes unladen, it concedes about 400kg to an X5 or a Cayenne. The 4.4-litre V8 we drove develops 220kW and 425Nm and achieves a claimed acceleration to 100km/h of 8.9 seconds. Sounds OK. But mash the throttle and ... wait. Or should we say, weight. Even this engine, shared with Jaguar, struggles to get the show on the road. The engine makes a fair bit of noise, although it sounds less like it's straining and more like it's simply overwhelmed.On the move, the deep growling V8 rumble at low revs becomes something of a lazy drone, changing note but not character as the six-speed automatic gearbox goes about its business. This is the excellent ZF transmission that's ubiquitous in luxury cars and it changes with exemplary smoothness. Which is just as well, because even one-up it had to change frequently to maintain momentum on inclines. Offroad or on snakey bitumen, we took pity on the unit and used the tiptronic shifter.As expected, fuel economy will gladden the hearts of Shell executives with our 600km-plus mix of terrain returning 17.2 litres per 100km against a claimed figure of 14.9l/100km.The Sport shares much with the Discovery but differs in size. The Sport is shorter and not as tall, but a shade wider. It has the bluff front and upright sides of other Land Rovers but an angled rear that's retro in feel with hints of earlier Range Rovers. Signature brand ingredients include a clamshell bonnet, distinctive headlight cluster and somewhat tacky vents. The sides feature flared plastic sill guards and plastic door handles of unusual texture. The tailgate is heavy but opens high and the glass lifts separately — very convenient. Under the rear there's a full-size spare.The cabin shares its logical layout and most of its switchgear with the Discovery, which means appealingly functional plastics and rubber. Controls are logically arranged, although the buttons to set the height of the air suspension, dial in the terrain, activate hill descent control and engage low range are all behind the gear shifter and a bit tricky to reach. A double glovebox and centre bin provide adequate storage, supplemented by cupholders and dash trays — the door pockets are small.The simple speedo design lacks the precise increments needed to avoid triggering Aussie speed cameras. Another minor grumble is the lack of a lane-change function on the indicator in a car that costs $101,000.Up front, the seating position delivers on the SUV promise with a throne that offers excellent forward and side visibility, thanks to tall glass and a low "waistline". But rear visibility could be better and there's no camera to spot wayward toddlers.While the boxy Discovery offers excellent accommodation for seven with the last row optioned, the Sport feels underdone for five. Most knees and feet will fit comfortably in the rear, but headroom is tighter than expected and the seat backs are low. While the rear seat split-folds and the bases flip forward, that doesn't readily result in a flat floor — not when the driver's seat is set for us, anyhow. Maximum cargo capacity is 2013 litres.Ride and refinement expose the starting point for the Sport. Over broken tarmac ride quality deteriorates markedly as shudders and shakes find their way into the cabin. The suspension and tyres crash over bumps and at times kickback comes through the steering wheel. Cruising on smooth bitumen, excessive wind noise disturbs the peace while the one-note engine drone becomes tiresome.Drive smoothly through sweepers and the Sport corners fairly flatly, although it does lean eventually. It dives a little under heavy braking, although the brakes themselves seem up to the substantial task.However, try to hustle the Sport and you soon bounce off the laws of physics. Abrupt direction changes at speed are not its forte and in tighter corners there's the ever-present threat of perilous understeer. Leaning heavily, it pirouettes around on its outside wheel but keeps the driver guessing about its limits.The Range Rover Sport looks the part, but there seems little to recommend it against others from the Land Rover stable: it's less functional than a Discovery and less luxurious than a Range Rover, while offering few performance advantages.Verdict: